Electric locomotive.



G..M. EATON.v ELECTRIC LOCUMOTIVE.' APPLICATION FILED JUNE 951910A 1,080,05 l n Patented Dec. 2, 1913.

3 SHEETS-SHEET l.

' G. M. BATON.

` ELECTRIC LOGOMOTIYE. APPLICATION FILED JUNI: s, 1910.

Patented 1560.2, 1913.

3 SHEETS-SHEET 2.

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, ITORNEY G. M. EATON.

' ELECTRIC LOCOMOTIVE. APPLICATION :FILED JUNEQ, 1919.

0 1,080,051 Patented Dec. 2, 1913.

3 SHEETS-SHEET 3.

| i "Illil Itnvrrizn STATES rafrnnfr Ormea GEORGE M. EATON, OF-WILKINSBUBG, PENNSYLVANIA, ASSIG-NOR TO -WESTINGHOUSE ELECTRIC AND MANUFACTURING COMPANY,4 A CORPORATION F PENNSYLVANIA.

i ELECTRIC LOCOMOTIVE Speciiication of'ietters Patent.

Patented Dec. 2, 1913.

Aipucationlea nine a, 1910. serial No. 566,108.

To'aZZ @cham t may concern.' I Be itv4 known that I, GEORGE M.- EATON, a citizen ofthe UnitedStates, and a resident of Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in'Electric Locomotives, of which the following is a specification.

My invention relates to electric locomotives andA other railway vehicles which are propelled` by rela-tively large electric driv ing motors and it has for its object to pro; vide a locomotive that sha-ll be relatively light in weight and at the same time capa.`

ble of developing a large amount of mechanical energy for the purpose of hauling very heavy trains.V

Recent experience with electric locomotivesof large capacity has demonstrated the `First, the drivin l other apparatus,.s ould be mounted directly advisability of observing two -fundamental principles in mounting electrical apparatus. motors, as well as the on the locomotive frame or other springborne parts of the locomotive. Second, the apparatus, including the motors, should be mounted as high as possible in order to secure a high center of gravity for the spring borne parts and of the entire locomotive.

l/Vhen'a locomotive, designed in accordance with the principles aboveset forth, is overhauled, it is .necessary to lift the entire 'weight of the locomotive, except the wheels and axles, with thev pedestal binders -removed. 'It is usual practice, in overhauling steam locomotives, to'lift the device by its extreme ends, with the pedestal binders removed, and it is'advisable to. so design electric locomotives that the same method-,of procedure may be followed without throwing excessive strains on any part of the locofore employed.

motive.

` According to my present invention, 'I providea frame structure which is' very strong vertically but is, at the same time, much lighter-than frames of equal strength hereto- One feature ofmy invention consist in building up the side frames of steel beams or structural Asteel parts, such as are em-l ployed in bridge work,and so locating the side framesrelative to the locomotive axles4 as to avoid the necessity for removing -any parts, or the purpose 'ofV overhauling the locomotive, f as above'` indicated, which materially detract from the strength of the frames.

It is well known,'by those skilled in the art, that thev side frames of a locomotive, as'ordinarily constructedhave to be. made very heavy in order to enable them to withstand the strains imposed upon them when the pedestal binders are removed andthe locomotive is overhauled.

Another feature of.my invention consists' in so constructing the side frames as to allow the'placing of such heavy pieces,of equipment as transformers at a maximum height in the 'cab and, at the same time, to provide amplesupport for properly resisting strains which are attendant upon train coupling and other heavy bumping actions.

In addition to the foregoing, I provide a journal box structure which is particularly suitable for use with the structural side frame which I prefer to utilize.

'Figure l of the accompanying drawings `is a partially' sectional elevation ofkane'lec-y tric locomotive constructed in accordance Withlmy invention. Fig. 2V is a planview ofthe runnin gear and lower side frames of the locomotiva. Figs. 3 and 4 are detail views of the side frames shown in Figs. 1` and 2, and Figs. `5 and'G are, respectively, a sectional elevation and a front view, with ret certain of the parts broken away, of a bearing box embodying my invention. Fig. 7 is a det-ail view of a portionof one of the members shownl in Figs. 5 and 6.

Referring to Figs. 1, 2, 3 and 4 .ofthe drawings, thelocomotive here shown com prises a pluralityl of main driving Wheel axles, 1, 2,- and 3, bogie trucks 4 (only one of which is shown) side frames 5, a cab or body 6 and electric driving motors 7, 8, 9 and 10.- Each of thebogietrucks 4 comprises an auxiliary driving aXle 11 and a guidewheel axle 12 and isconnect'ed to the locomotive frame by means of a center pin 13 about which it is adapted to swivel, in the usual manner. In order to reduce the wear on the leading wheels of the bogie truck, which is due to the grinding action between the wheel fianges and the rails when the locomot-ive is rounding curves, it ma be found preferable to control the bogie truc rs bymeans' of a radius bar, so arranged that the lateral. center lines of thetruck parallel to the azrlesv and half way between them shall be radial y relative to the curve centers, the trucks ben@ 14 and 15 which are outside' the drivingv ingloaded by friction platesl like the leading half of a Mallet locomotive. The locomotive frame 5 comprises lower side frames 'at its ends, which terminate in projections l 22, as shown in Fig.A 2. The cross ties 21 vare located between-the driving axles of the locomotive and support the motors 7, 8 and 9.-` The truss beams 18` and 19 form a part of the side frames, at their ends, and each of them 'is provided with an. elevated beam 23 which is connected toone of the lower side J frames by means of uprights 24 and is connected to the end portion of the beam. by

means of oblique Ybeams or `rods 2 5. `The structure is such as to provide a maximum V carrying strength with a minimum weight, the uprights 24 being joined to the.v lower side frames between the drivers varidjzlt the -ends of the cross ties 21. n

The detailed struct-ure which I prefer to employ is clearly shown in Fig. '4 of the drawings, to which reference may now be had. Each of the lower side frames is composed of four longitudinal channel beams 26, 27,28 anld 29, of which the channelbeam 29, constituting thelower inside edge of the frame adjacent to the drivers, is removable. The channel beams 26 and 27 are secured to a projection 3.0 of each `of the cross ties 21` and are relatively close to ether, while the channel beam 28 is secure to a projection 31 which extends downwardly from the cross ties 21 and-is ofset relative tothe projection 30. The arrangement ofparts is such that the channel beam 29 lies in substantially the same vertical plane as the .channel beam 27, while the channel beam 28l is more rel-note from the central plane of 'Y the locomotive than the channel beam 26 in order to. permit ofthe removal of the driving wheel axles, as hereinafter pointed out. lVhile, as illustrated in the drawings, the side frames may comprise a detachable `section V29, the point which l desire'to emphasize is that it also comprises a continuous beam 28 or some similar p art which is materially below the center of the axles and is so placed that the wheels land axles may be removed without disturbing this element of the side frame, thereby enormously increasing its strength without adding materially to its weight. Each of the bearing boxes'17 comprises a .box 32, a semi-cylindrical bearing member or brass 33 and an oil cellar 34|. The box `is held in position by the legsl35 and 36 of a' Ul shaped pedestal 36l which is located between and is secured to the'channel beams 26, 27,28 and 29. Spacing shoes 37, whichn are of U shape'in horizontalsection, are introduced between the box and the pedestal legs 35 and 36, a proper relation being maintained between these members by means of ua wedge 38 which is disposed and is adjusted in the usual manner by meansof an adjusting screw 39. The member 33 is held in the box and rests on the axle in The inner corners ofv the usual manner. the oil cellar 34 are notched, as shown in Fig. 7, to register with projectionsl 84a which extend inwardly from the side walls of. the box. 'The cellar is provided with projections 40 which, whenthe cellar is-in position, are adjacent to projections lLl'of l the box, a pin 42 being thrust through holes in the two setsof projections to hold the cellar in place.

The bogie truck 4 may be of. any suitable structure but 'I prefer to employ larger -wheels at the inner end ofthe truckand to associate an' elect-ric driving motor therewith, in order that these wheels may assist in propellingl the locomotive. The wheel axle 11 of the bogie truck is entirely inside `of the locomotive frame, but the lformation of the frame is such that the wheels of the -wheel axle 12 are outside the frame, being adjacent to the projection 22. The structure of the Vbogie truck is immaterial to my in- 've'ntion and the locomotive weight which-is borne by it is taken by suitable friction plate `links, orl insome well known manner, depending on the truck employed, and is distribute'd through the truck frame 43,' by the' usual springs (not shown)l and equalizers, to the truck bearings and to the wheel axles 11 and 12.

Assuming that; the locomotive is assembled as shown inthe drawings and that it is desired to remove the driving wheel axles, thev channel beams 29.will first be detached, the

pins 42 will then be withdrawn from the bearingboxes and the oil cellar removed. There is now nothing to prevent the locomotive from being lifted from the axles.

It is evident that the structure of the side frames may easily be` modified-so that it iS unnecessary to re'move any ofthe order to separate the frame from vt e axles and that `the channel beam 29 may be divided into sections, Iif desired, within the. spirit and scope of my invention. Other structural modifications may, ofcourse, be effected,'.and'1 desire that the scope. of my invention `shall onlybe limited by the appended claims. i f L -I claim as my invention:

1. A railway `vehicle comprising aplurality of wheel axles and a pair of trussed side. frames comprising beams that extend longitudinally of the locomotive and below the axles and are located outside the vertical planes ofthe axle endsto mov-al of the axles.

' 2. A railway vehicle eomprisinga plus' ralityv of wheel axles and a pair o-trussed motive and the outermost lower beams being loeatedoutside the Vertical planes of'the axle endsI to permit vertical removal of said axles.

v3. vA railway vehicle comprising a plurality of wheel. axles andtrussed side frames each of which has al beam above the plane of theaxles and a pair of beams materially 'below the same, the inside lower beam being detachable to permit removal of the Vwheel axles. v

4. A railway vehicle `comprising a ,plurality 'of Wheel axles and structural side frames supported lon the axles, each side frame having two beams below the plane of the axles, one of whioh is detachable to per'- mit removal of all. of vthe wheel axles, asl desired. y

permit vertical re i 5. Arailway vehicle comprising lower side frames 'havin ybea-ring' boxes adjustable therein in vetloal planes, a plurality of cross ties disposed between the bearing boxes, and truss beams'secured to the lower side-frames at their ends and supported therefrom at the intermediate cross ties by means `of uprights'.

6. A railway Vehicleeomprising lower side frames having bearing boxes adjustable therein in vertical planes, a plurality of cross ties disposed between the 'bearing box'es, and truss beams secured 'to lthe lower side frames at their` ends and supported therefrom at the intermediate cross ties by' means ofuprights, a single section of each llower side frame being detachable to permit removal of the wheel axles, as desired.

\ In .testimony whereof, I have hereunto subscribed my name this 31st day of May, l

' GEORGE M. EATON. f

Witnesses: A E. DYCHE, B. B. HlNEs. I 

